Fender or life-guard for railway-cars



4 Sheets-Sheet 1,

(No Model.)

' A. B. HITOHCOCK & G. S. GOODING. FENDER 0R LIFE GUARD FOR RAILWAYCARS.

PatentedJune 2, 1891.

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A. B. HITOHOOUK & 0'. S. GOODING. EEEDEE 0E LIFE GUARD EOE RAILWAY CARS.

No. 453,258. Patented June 2, 1891.

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(No Model.) 1 4 Sheets-Sheet 3.

A. B. HITOHOOGK & C. S. GOODING. FENDER UR LI GUARD FOR RAILWAY CARS.

453258. Paten edune 2 18 91.

(No Model.) 4 Sheets-Sheet 4.

A. B. HITOHGOCK & C. S. GQODING. FENDER UR LIFE GUARD FOR RAILWAY GARS.-

lNvEN TD 6.

UNITED STATES PATENT OFFICE.

ARTHUR B. HITOHCOOK AND CHARLES S. GOODING, OF BROOKLINE, ASSIGN- ORS TOSAID HITOHOOOK, AND XVILLIAM V. "WHITMARSH, OF BOSTON,

MASSACHUSETTS.

I FENDER ORLlFE-GUARD FOR RAILWAY-CARS.

SPECIFICATION forming part oflLetters Patent No. 453,258, dated June 2,1891.

I Application filed January 13 1891. Serial No. 377,662. (No model.)

To all whom it may concern.-

Be it known that we, ARTHUR B. HITCH- oocK and CHARLES S. GOODING,citizens of the United States, both residing at Brookline,

5 in the county of Norfolk and State of Massachusetts, have inventedcertain Improvements in Fenders or Life-Guards for Railway-Oars, ofwhich the following is a full, clear, and exact description, referencebeing had to the X accompanying drawings, making part of thisspecification, in which- Figure 1 is a perspective view of one end ofthe body or frame of a street-railway car having our improved fender orlife-guard applied thereto, the boarding of the platform being removedto show the parts beneath. Fig. 2 is a plan of the same. Fig. 3 is aside elevation of the same. Fig. 4 is a front. elevation of a portion ofthe car body or frame, the fender being removed to show its supportingmechanism. Fig. 5 is a plan of the stiffening frame or brace for thefender. Fig. 6 is a vertical section on the line a; an of Fig. 7. Fig.7is a plan of the fender provided with additional rods forming an insideguard over the space inclosed within the sides of the fender.

Our inveption relates to fenders or lifeguards for railway-oars, and hasfor its object to so attach the fender to the car that it will beconstantly maintained at a uniform distance from the ground, while thebody of the car will be free to rock or tilt longitudinally withoutimparting any motion to said 3 5 fender.

To this end our invention consists in a fender supported by longitudinalrock-shafts having their bearings on the under side of the car-body,said shafts being provided at their outer ends with crank-arms connectedwith the fender, and at their inner ends with similar arms connectedwith a portion of the truck having no vertical motion, whereby, whilethe fender is constantly maintained at a uniform distance from theground, the body of the car will be free to rock or oscillate in thedirection of its length independently of said fender, as hereinafter setforth.

Our invention also consists in certain novel combinations of parts anddetails 'of construction, as hereinafter set forth and specificallyclaimed.

In the said drawings, A represents the front portion of the body orframe of a railway-car.

B denotes a transverse bar, which is rigidly secured to and forms a partof the car-truck 0, Figs. 1 and 3, which has no vertical motion, andconsequently the said bar will remain constantly at a uniform distancefrom the ground independently of the longitudinal rocking motion ofthecar-body on its springs. This bar B in electric cars is arranged nearthe ground in front of the motor, and is termed the motor-guard.

In suitable bearings 11 Z), secured to the under side of the frame A arehung two longitudinal rock-shafts D D, each provided at their oppositeends with crank-arms e f. The inner crank arms e e are each jointed at gto a short vertical rod or link h, which is securely pivoted or fastenedat its lower 'endtosome portion of ,the car-truck, in the presentinstance to a plate 10, bolted to the bar 13, while the outer crank-armsff are each jointed at 12 to a short vertical rod a, secured to theinner side of the fender or life-guard E by means of straps i, thefender being thus supported by the said arms and rods, with its loweredge quite close to the ground, as seen in Figs. 1 and 3.

u The fender E consists of two plates or side pieces 7a, preferablyformed of metal, arranged in V form and hinged together at the front endor vertex by means of a vertical pin 1, which is made removable in orderto allow the plates 70 7a to be lapped or folded one upon the other outof the way, as seen. in dotted lines in Fig. 2, when the fender is notrequired for usc'as, for instance, when the to receive the pin when thetwo plates are folded together, as shown. The plates 7.17., whendisconnected by the withdrawal of the pin Z, are free to swing in ahorizontal plane upon their vertical supporting-rods a, as is necessaryto permit of their being folded upon each other, as shown. As the fenderis secured to and supported by the outer crank-arms f f of the shafts Dro D, which are provided at their inner ends with crank-arms c e,rigidly connected with the bar B or other portion of the car-truck whichhas no vertical motion, it will be obvious that the fender E will alwaysbe maintained at a fixed or unvarying distance from the ground, as itwill be impossible for the outer ends of the crank-arms to be raised 01'lowered so long as they remain connected with the stationary bar 13 orother portion of the car-truck which has no vertical motion. Thecanbody, however, with the bearings b b, is free to rock or oscillatelongitudinally, such motion causing the shafts D D to rise and fall andturn within their bearings Z) I) without varying the distance of theouter ends of the crank-arms e f from the ground, and in this manner weare enabled to support the fender at all times close to and at the samedistance from the ground independently of the longitudinal rocking ortilting motion of the car, a desideratum hitherto unattained. TheVariation in the amount of longitudinal rocking or tilting motion of thecar-body at different distances from the center of its 3 5 length iscompensated for by making theouter crank-arms f proportionately longerthan the inner crank-arms e, as seen in Figs. 1 and 4, thus equalizingthe movement and preventing the parts from being subjected to strain.

As the crank-arms ff and shafts D D merely serve to support the fenderE, it becomes necessary to provide means for stiffening the same toenable it to resist any longitudinal thrust produced by contact with aperson 5 or body on the track. Hence we employ a frame H. (Seen detachedin Fig. 5.) This frame consists of two horizontally-arranged rods n a,suitably secured at their inner ends to the bar 13 and having theirfront ends con- 5o neeted by a horizontal transverse bar or rod 1). Theouter ends 20 of the rods n it pass through eyes (1 at the lower ends ofthe vertical fender-supporting rods a a, as seen in Figs. 1 and 4, wherethey are secured by pins '2'. These rods n n thus serve to stiffen andbrace the fender against any force exerted in the direction of thelength of the car, thus preventing the fender from becoming broken orinjured by contact with a person or obj ectupon the track.

In order to prevent a person upon the track with whom the fender mightbe brought into contact from being thrown over into the space inclosedby the side pieces 70 7:,we preferably provide the fender with a guardextending over the top of this space from side to side. ()no formof suchguard or protector is shown in Fig. 7, the same consisting of twocrossed rods I I, the front ends of which are hooked into eyes 25,projecting from the inner sides of the plates 70 at the upper edge,while their rear ends, which are provided with slots to, embrace and areheld in place by the upper ends of the vertical rods a, the slots topermitting the movement of the side plates 70 of the fender when theyare folded or lapped over each other, as before described.

hat we claim as our invention, and desire to secure by Letters Patent,is

l. The combination, with a railway-car, of a fender or guard connectedwith the body of the car, and also with a portion of the truck having novertical motion, through the medium of longitudinal rock-shafts providedwith crank-arms at their opposite ends, the outer arms being connectedwith the fender and adapted to support the same, and the inner armsbeing connected with the said portion of the truck having no verticalmotion, whereby the fender is maintained at a uniform distance from theground independently of the longitudinal rocking or tilting motion ofthe car-body, substantially as set forth.

2. The combination, with a railway-car, of a tender or guard, twolongitudinal rockshafts having their bearings on the under side of thecar-body and provided at their outer and inner ends with crank-arms, andjointed connections between the outer crankarms and the fender and theinner crankarms and a portion of the truck having no vertical motion,substantially as set forth.

3. The combination, with a railway-car, of a fender or guard, twolongitudinal rockshafts having their bearings on the under side of theear-body and provided at their outer and inner ends with crank-arms,jointed connections between the outer crank-arms and the fender, theinner crank-arms and a portion of the cat-truck having no verticalmotion, and a horizontal bracing-frame connected at its inner end withthe car-truck and at its outer end with the fender and adapted tostiffen the same and resist any longitudinal thrust produced by thecontact of the fender with a body or object upon the track,substantially as set forth.

at. The combination, with the fender jointed at its front end, asdescribed, of guard-rods extending across the top of the space betweenits sides and having slots to permit of the folding together of thesides of the fender, substantially as set forth.

\Vitness our hands this 10th day of January, A. D. 1891.

ARTHUR H. HITOIICOOK. CHAS. S. GOODING.

In presence of- P. E. TESCHEMACHER, Gno. II. Cosrnnm.

